Transmission control



Sept. 2, 1952 G. E. FLINN 2,608,880

TRANSMISSION CONTROL Filed Feb. 2e, 1944 2 SHEETS- SHEET 1 Sept. 2, 1952 G. E. FLINN 2,608,880

TRANSMISSION CONTROL Filed Feb. 26, 1944 2 SHEETS-SHEET 2 Patented Sept. 2, 11952 TRANSMISSION CONTROL George E. Flinn, Muncie, Ind., assignor to Borg- Warner Corporation, Chicago, Ill., a corporation of Illinois Application February 26, 1944, Serial No. 523,971

(Cl. i4-472) 47 Claims.

My invention relates to transmissions and more particularly to controls for transmissions.

It is an object of my invention to provide an electric control arrangement for transmissions which is responsive to the speed of the driven shaft of a transmission to shift the transmission into a high speed ratio at a predetermined speed of the driven shaft and to downshift the transmission to a low speed ratio at a predetermined speed of the driven shaft which is lower than said rst mentioned predetermined speed.

It is another object of my invention to provide an improved transmission control which functions to break a power train through the transmission functioning to drive the driven shaft from the driving shaft when the brakes of the vehicle are applied and the speed of the driven shaft is below a certain value. t

It is a further object of my invention to provide an improved transmission control arrangement which functions in response to movement of the accelerator of a vehicle to complete a power train through a transmission when the accelerator is moved from a neutral throttle closing position to another position corresponding to closed throttle or to positions in which the throttle would be open. It is still another object to provide means for maintaining the power train completed through the transmission even though the accelerator is returned to its last mentioned throttle closing position. AIt is contemplated that the means, hereinbefore mentioned, for breaking a power train through a transmission in response to operation of the brakes below a predetermined speed of the driven shaft of the transmission shall function to return the transmission to neutral condition.

It is still a further object of my invention to provide a transmission control arrangement including a switch actuated by an accelerator of a vehicle on the accelerator being moved to a kickdown position corresponding to a position beyond fully opened throttle position for downshifting the transmission from a high speed ratio to a low speed ratio and also including means whereby, when the accelerator is released and the switch is returned to its original condition, the transmission nevertheless remains in its downshifted condition. It is contemplated that the arrangement preferably shall be such-that the transmission may be upshifted to its high speed ratio thereafter by returning the accelerator to a fully closed neutral throttle position and returning itto a throttle opening position. Y It is still another object of my'invention to 2 provide an electric transmission control comprising a relay having a pair of switches which function when the relay is cie-energized to complete one power train through the transmission and which function, when the relay is energized, to break the first-named powertrain and complete another power train through the transmission.

My invention consists of the novel constructions, arrangements, and devices to loev hereinafter described and claimed for carrying out the above-stated objects and such other `objects as will appear from the following description of preferred embodiments illustrated in the accompanying drawings, wherein:

Fig. 1 is a diagrammatic illustration of a transmission on which my improved control arrangement maybe used; y

Fig. 2 is a diagrammatic illustration of a portion of my improved transmission control arrangement; I

Fig. 3 is a diagrammatic illustration of another portion of the control arrangement; and

Fig. 4 is a diagrammatic illustration of a portion of another embodiment of the invention to be used for that portion of the arrangement illustratedI in Fig. 3.

Like characters of reference designate like parts in the several views.

Referring now to Fig. 1 of the drawings, the

illustrated transmission may be seen to comprise a driving shaft I0 and a driven shaft II. The driving shaft Il] is connected with the ring gear I2 of a double type planetgear set I3. The gear set I3 comprises, in addition to the ring gear I2, planet gears I4v and I5, a sun gearl, and a planet gear carrier l1. The planet gear I4 is in mesh with the ring gear I2 and with the planet gear I5,vand the planet gear I5 is in mesh with the sun gear I6, as shown.

The sun gear I6 of the planet gear set I3 is connected with the impeller or driving element I8 of a hydro-dynamic torque converter I9, and the carrier I'I is connected with the rotor or turbine driven elementI 20 of the device I9. A brake 2|, is provided for the carrier I'I of the planet gear set, and the brake is adapted to be engaged by any suitable iiuid pressure responsive mechanism such as a pressure cylinder 22.

The torque converter I9 comprises, inadclition to its driving element I8 and its driven element 2U, a stator element 23 which is adapted when restrained in rotation to cause the rotor 2 0 to be driven at multiplied torque with respect Ato the torque impressed on the impeller I 8.- AThe stator 23 is connected by means of a one-:way rollerl 3 brake 24 with a shaft 25, and a friction brake 26 comprising a pressure cylinder 21 similar to the cylinder 22 is provided for the shaft 25.

A friction clutch 28 preferably of the cone type and comprising a fiuid pressure operated piston 29 for engaging the clutch is provided for connecting directly the turbine element 25 and the driven shaft II. A friction clutch 33 generally similar to the friction clutch 28 and comprising a fiuid pressure operated piston 3|' for engaging the clutch is provided for connecting,

the turbine element 2G and a planet gear set 32. The planet gear set 32 comprises a ring gear 33, a sun gear 34, planet gears 35 and 33y and.

a carrier 3l for the planet gears. The planet gear 35 is in mesh with the ring gear 33 and with the other planet gear S6, and the planet. The

gear 3B is in mesh with the sun gear 34. ring gear 33 is connected with the driven shaft II; the carrier 3T is connected with the clutch 3G; and the sun gear 34 is connected with the shaft 25, as shown. For an understanding oi' my improved transmission control arrangement, the transmission is deemed toV be suiiiciently disclosed in Fig. 1 of the drawings and in the above description; however, for a disclosure of certain details of the transmission, the patent to Harold E Carnagua and Donald W. Kelbel, Patent No. 2,414,359, issued January 14, i947, may be referred to. l

The illustrated transmission provides a drive in reverse,v a forward drive at a low speed ratio and a forward drive at a high speed ratio. In all of these drives, power. is transmitted through the hydrodynamic device I-S. The friction brake 25A is arranged when engagedl to condition the transmission for forward drive, and the brake 2l is arranged whenengaged to condition the-transmission for reverse drive. The clutch 35 is ar'- rang'ed when engaged, with the brake 26r alsol engaged, to cause the shaft II to be driven ina forward direction at low speed ratio, and the clutch. 28 when engaged, with the brake 26- also engaged., is arranged such that the shaft II is driven at a high speed ratio in the forward direction. The clutch 30 is` engaged, in addition to the brake 2|, for providing a reverseV drive through the transmission. A

The power train through the transmission in forward. drive at low speed ratio, with the brake 26- and clutch 34 engaged, is from the driving shaft IB to the planetary gear set I3 where the power divides, part .of it beingy transmitted through the gear carrier Hf directly to the clutch 30, and the other part of it being transmitted through the sun gear I'- to the impeller element I8 and thence through the hydrodynamic converter I9 to the clutch- 34. The power passes through the clutch 30. to the gear carrier `3'! of the planetary gear set 32 and thencerto the ring gear 33 and thedriven shaft II. The `shaft 25 is held xed by means of the brake 26 to holdthe sun gear 34 from. rotation, and the stator element 23 is held from reverse rotation bythe two brakes 25 and24. The stator element 33 when thus held causes the turbine element 20 to be driven at increased torque with respect to the torque, impressed on the impeller I8. The onewaybrake 24 releases after the turbine element 20. has attained a certain speed, depending on the load on the drivenshaft Il, and the hydrodynamic device t9. thereafter functions simply as a fluid coupling. A- load on the, driven shaft I.I tends to hold the carrier I1 stationary due to its direct connection with the clutch 3U, and

when the driving shaft I0 is rst started in ro-A tation and there is substantially no power being transmitted through the hydrodynamic device I9, the planetary gear set I3 functions to drive the impeller element I8 at a relativeiy fast speed. The planetary gear set 32 functions to drive the shaft II at a torque which is greater than that impressed on the clutch 30 with the sun gear being held stationary to constitute a reaction point, in accordance with the well known principles of operation of planetary gear sets of the double planet gear type. Thus, in low speed forward drive, there is torque multiplication both through the hydrodynamic device I9 and through the planetary gear set 32.

The power train in forward drive at high ratio is the same as in forward drive at low ratio with the exception that the power instead of passing through the clutch 38, due to the disengagement of this clutch, passes through the clutch 28, which is engaged, directly to the driven shaft II. In this speed ratio, there is torque multipli-V cation in the hydrodynamic device I9, at least at low speeds of the driven shaft II.

The. power train in reverse drive, with the brake 2i and the clutch 30 engaged and withv impeller l8r, the stator 23, the one-way brake.

24 and the planetary gear set 32 to the ring gear 33 of the gear set and the driven shaft II. In reverse drive, the brake 2-.I functions to hold the turbine element 23 stationary, and, on rotation of the impeller I8, the elements 29 and 23 interchange functions, and the stator element 23 is driven at increased torque in the reverse direction. The roller unit 24 is. so constructed to transmit torque in the reverse direction, and due to the fact that the gear set 32 is of the double planet gear type, the ring gear 33 is rotated in the reverse direction with rotation of the unit 24 and the sun gear 34 in this dir rection by the hydrodynamic device I9.

The hydraulic portion of the control arrangement for the transmission above described is shown in Fig. 2. The control arrangement comprises an oil tank 15G-anda pressure pump 4I con-- nected` by any suitable fluid conduit with the tank and driven by an engine (not shown) for driving. the driving shaft I3. The pressure pump- 4I supplies oil under pressure to a valve 42 which is preferably mounted/ony the steering column of the automotive vehicle in which the transmission is installed.. The pressure of the oil apv plied to the valve 42 is regulated by means of a relief valve 43 also connected with the pump 4l and comprising pistons 44 and 45- and springs 4G and 41 acting on the pistons. The piston 44 is acted-on by the fluid as discharged from the pump 4I,`and it and the spring 46 function to maintain the oil supplied to the valve 42 at a certain pressure, as is apparent. The valve 43 is also adapted to provide. oil under pressure. for f lubricating suitable parts ofthe transmission above described, and the piston 45 acted on by the oily discharged from piston 44 and the spring 41 function to maintain this oil under suitable pressure. The valve 434 is also connected to dis- 11 charge excess oil backinto the tank 4D, as shown.v

The steering column valve 42Y is provided with passages 48, 43, 50, and 5I therein and has. a piston 52- provided with lands 53, 54, and 55 slidably disposed therein. The passage 48.A is provided for discharging. excess oil from the valve 5. 42 and is connected with the oil tankY 40. .Y The passage 5.0 is connected withthe pressure pump 4| and thusconstitutesa source of oil under pressure forthe valve 42. The passagev 49 is connected withthe pressure cylinder 21 of the for:

ward brake 26, and the passage is connected withathe pressure cylinder 22 of the reverse brake 2|. As indicated in the drawings, the piston 52v has threeprincipal positions, neutral, forward, and reverse. In the neutral position in which thepiston is shown, the passage 50fisblocked bythe. land 54, and the passages 49 and 5| to the'forward and reverse brakes are effectively connected with the passage 48 to the oil tank 40, for draining oil from the brake operators 22 and 21, the connection of the passage 5| to the passage 48 being by means of the groove between the lands 54 and 55 and an internal-passage'in the casingfor thevalve 42. 1 When the piston Ais moved to its forward position, as indicatedthe passages 49 and 50 are Veiectively connected between' the lands 53 and 54, and oil underpressure flows to the forward brake 26 for engaging this brake. When the piston 52 is moved to its reverse position, as vindicated, the passages 50 'and 5| are effectively-connected between the lands 54 and 55, and oil` under pressure is applied to the reverse brake 2| for engaging this brake.

A valve 56 is provided for controlling the high clutch 28 and the low and reverse clutch V30. This valve is provided with passages 51 and 58 on one side thereof and with passages 59, 60, and 6| on the other side thereof. The passages 59 and-51 are connected with the pressure pump 4| and relief valve 43 by suitable fluid conduits, and these passages thus function asv sources of fluid under pressure for the valve 56. The passage 58 -isiconnected with the high clutch 28 to engage this clutch, and the passage 60 is connected to the low and reverse clutch 30 for energizing the latter clutch. The passage 6| is connected with the oiltank 40 and functions as an oil discharge passage. The valve 56A is providedwith a piston 62 having lands 63, 64, and 65 and slidably Vdisposed therein and is provided with another piston 66 having lands 61, 68, and 69, also slidably disposed therein. Each of the valves 62 and 66 have two principal positions, vthe one in which it is shown and another which is to the right as seen in the figure. The piston 66 in its position as shown functions to connect the passages 60 and 6| between the lands 68 and 69 for draining kiiuid from the low and reverse clutch 30 for maintaining the clutch disengaged. When thepiston 66 is moved to the right to the other of its principal positions, it functions to connect the passages 59 and 60 between its lands 61 and 68 for supplying oil under pressure to the clutch 30 for engaging the clutch. The piston 62 in its position as shown eifectively connects the passage 58 with the passage 6|', due to suitable conduits within the valve 50, for draining fluid from the high clutch 28 and maintaining this clutch disengaged. The piston 62, when moved to the right-to the other of its principal positions, functions to effectively connect the passages 51 and 58 between its lands 63 and 64 for applying fluid under pressure tothe clutch 28 for engaging vthe clutch. Both of the pistons 62 and 66 are controlled by means of solenoids and springs, `the piston 62 being controlled by the high solenoid and the spring 1|, and the piston 166 being controlled by the low and reverse solenoidv 12 andthe spring 13. The springs tend to move the pistons 62 and 66 into their positions as illustrated'and tends to keep them. in such positions,vv and the respective solenoids when renergized `tend to movie: the .respective pistons into their other positions against the action-of one ofthe springs, as islapparent. -,1 i.

A sump pump 14, connected by suitable fluid conduits .withthe oil tank 40 and a case 15 for the transmission above described, 'ispreferably provided.. .This pump functions lto `draw any oil, that may leak .from the parts of the transmission, back into the tank 40, andthe pump is driven bythev engine driving the transmission.

The electricalportion of the transmission control arrangement is Yshown in Fig. 3 of the drawings. The control arrangements utilize the battery lof the Vehicle in which the transmission is `installed and also the ignition switch 8| of the vehicle which is connected by any suitable means (not shown), asis ordinary practice, to the ignition system for the engine of the vehicle. The battery is grounded in accordance with common practice. The ignition switch 8| is connected with the winding 82 of a relay 83, as shown.v `The relay 83comprises contacts 84.-'andthe winding 82 is grounded so that when the ignition switch 8| is closed, a circuit iscompleted fromthe battery'80 to the' winding 82 to energize the relay 83 and close the contacts 84. The contacts 84 are connected through a fuse 85 with the battery 80 and are connected to supply a voltage, when closed, to a winding 86 of a relay 81, a winding 88 of a Forward relay 89, a winding'90 and contacts 9| of a KickdownY Yrelay 92-,"`a winding'93 and `contacts 94 of a Lowl relay 95, a windingY 96 of a Reverse relay 91, a winding 98 of a Brake relay 99 andcontacts |00 of a High relay |0I.y

The transmission control Aarrangement com prises a switch |02 which is' preferably mounted on-the steering column of the vehicle in which the transmission is installed. The switch |02 is intended for manual control and has three principal positions, namely, positions for reverse, neutral, and forward, as are indicated in the drawings. The switch |02 comprises apair of contacts |03 one of which is grounded and the other of which is connected with the winding 88 of the Forward relay 89. p Assuming that the ignition switch 8| is closed whereby voltage is supplied as mentioned above, when the steering column switch |02 is moved to its forward position to close the contacts |03, the relay winding 88 is as a result energized. The relay 89 comprises contacts |04 and |05, and these contacts are closed upon suchenergization of the winding 88. The steering column switch |02 also comprises contacts |06, one of which is grounded and the other of which is connected with the winding 96 of the Reverse relay 91, and when contacts |06 are closed, the relay 91 is energized. The relay 91 comprises contacts |01 and |08, 'and when the winding 96 is de-energized fas when contacts |06 are unconnected, the contacts |01 and |08 are in the conditions shown in the drawings, the contacts |01 being closed and the contacts |08being open. When the winding 96 is energized as by conditioning switch |02 for reverse to close contacts |06, the conditions of the contacts |01 and |08 change,` the contacts |01 being open and the contacts |08 being closed. It will be noted that in the neutral position of the switch |02, neither the contacts |03 nor |06 are closed, and neither of the relays 89 and 91 is energized; It is contemplated that the steering column switch |02 shall be controlled in conjunction with the steering column valve'42 acosgse'o shown in Fig. 2, with both the? switchandvalve being` simultaneously conditioned for neutral,vv forward; or reverse in order to correspondingly condition the transmission.

A switch I09 is provided to be controlled by the accelerator H of the vehicle in which the transmission is installed. The switch IUS comprises contacts III', H2, and H3, and the switch H19 is so arranged that ther contacts H I` and H2 are` closed when the accelerator H is slightly depressed from its neutral to its closed position, as indicated in the drawings. It will be understood, of course,v that said neutral position alsorepresents a closed condition of the throttle. The` accelerator I i0-, however, must be depressed slightly from said' neutral position tothe adioining positionV marked closed in the drawing, before contacts III and H2 are closed. Con'- sequently, during movement of the accelerator Ibetween its neutral and closed positions,A there is noresulting engagement of any of the clutches. It willbe appreciated that "neutral and closed positions of the accelerator adjoin and couldl eachcomprise a single locus or could each` com'- prisega series of contiguous loci provided by limited movement of the accelerator.r

Having reached its closed position, further. depression of the accelerator IIIl then results ini an increasingly open throttle condition until the. accelerator passes a position marked open inztheedrawings. Said open position corre-- sponds to a fully opened'throttle. Further depression of the accelerator then moves the accelerator to.- a positiony which is marked kickdown in the drawings during which movement the engine throttle is notfurther opened. At kickdown position they contacts I lf3 are closed by the accelerator H'. On a release of the accelerator, the contacts H3 are first openedona-passage of the accelerator' through its open positions, and the contacts I'I IY and II.2-while remaining closed when theA accelerator. niovesv from its kickdown to its closed position, open on movement of the accelerator from its closed to. its neutral position. One of the contacts H2 is connected with the contacts |04 of' the Forward relay 89` and with the contacts 108 of the Reverse relay 97, and the` other ofthe. contacts II-2 isv connected with contacts H-Ii of- .the- Brake relay 99. Oneof the latter contacts is grounded,

as'shown'. Aresistor H5 is connected in. parallel with theA contacts H2 and in series with the contacts H4. The winding II'ISvv of: the High relay IUI is connected with the contacts 9|- ot the K i-'ckdownrelay 92 and! with theV contacts |95 of, the Forward relay 89, and the latter are connected with the contacts H14- of thisV relay. When starting thev vehicle the Kickdovvn and Brake relays 92V and 99 are cie-energized and. the: con.- tacts 9| and H4 are closed, and when. the'accel'erator. H0 is moved from its neutral position toV its closed positionsuchthat the. contacts Hz are connected, a circuit is' completed through. the winding H- toenergizethewinding, the cir.- ouit beingv through the contacts el, the winding Hi,Y the contacts |95, the contacts m4, the con'- tacts H2' andthe' contacts mito-ground.l The High relayfIIlI comprises the contacts HI inaddition to thecontacts I-l, and when thisrelay is energized, the: contacts I'illlgclose whiie the contacts I I'I' open. The Highsolenoid 'l'is conf nected with the contacts I-agt of. the` Reverse relay 911, which are closed wheny the switch IGZ is conditioned' for. forward, and the-'contacts Ill-'t are connected withl the contacts 1.99 ofthe relay I-Ill, andza: circuit is completed through` thev contacts.

IUD and IIJII for energizing the High solenoid` 'lil when the' relay contacts Illa are thus closed.

The. High solenoid 'mf comprises an' energizing coil` H8, which is grounded, a switch II9` con-- n'ected inA series with the coil I I8, and a holdingA coil |20 connected in parallel with the coil H8 and. switch` H9. The solenoid` 10, whenv encre gized, by means of its energizing winding H8' moves the piston 6-2 to its position for connecting the passages 5T and 58- and engaging the High clutch 28. On such movement of the piston,- the piston functions to open the switch H9 for stoppingy current flow through the coil H8,l and current of sufficient magnitudeA thereafter flows in the" coil |720 to holdf the piston 62 in itsy position energizing the High clutchY 28.

The High solenoid 'I0 remains energized after the contacts H2 have been so closed bythe accelerator, regardless of any subsequent movef ment of the accelerator between its neutralY and open positions and opening of the contacts H2. This is due tothe action of the resistor H5 as will be described. -When the' contacts H2 are opened by movementv of the accelerator toits neutral position, the resistor I I5 in parallel with these contacts carries suicient current to keep the' relay Ill energized. When this relay is energized, its contacts |60' are closed, and the High solenoid 10- thusremains energized.`

One. of the contacts H3 of the accelerator switch 199 is connected with the winding 9Il-V oftheV Kickdown relay l92, and the other contact I i3 is grounded, as shown. When the-accelerator lIIlis moved to its Kickdown position, the contacts I I3` are connected, and a circuit is thereby completed from the Winding of the Kickdown relay 9-2 through the contacts H3 to energize the winding. Suchenergization of relay 92 opens its contacts 9i and breaks the energizing circuit of the High relay I-II'I to de-energize it so that its contacts II'I move together and its contacts It()A separate. The Highsolenoid 'I0 is de-energized lby the separation of contacts Idil', and the piston 62 moves back to its position. disengaging the. High clutch 28. Previous to movementv of the accelerator IIB to its kickdown position,v the'` contacts H2 have of` course been closed, and these contacts complete a circuit through the' winding 93- of the Low relay 95, the circuit n'- cluding the winding 93, contacts IUI of Forward relay 89, contacts H2 and contacts H4 of Brake relay 99 to ground. Y The Low' relay 95 is thus energized and its contacts 94 are closed so that a circuitY through the Low and Reverse solenoid 12 is completed by the' contacts I'I'I on closing thereof due to de`en`ergization of the relay |91, the' circuit 'being through the contacts 94* and contacts IIT- of High relay IIl^I- to the solenoid i2. The solenoid T2' comprises the windingsv H8 and 12o-and switch I Isl/similar to the correspond-y ing parts inthe High solenoid T56", and on energization of the solenoid 112, the4 valve piston 56 is moved to its position connecting the passages 59'- and 601 tcengage the Low and Reverse clutch- 3. Moving of the accelerator IIIl\ to its kickdownposition thus has the eie'ctof disengaging High clutch` 2S` andi engaging Lowand Reverse clutch' 3U in lieu thereof. The coni-acts I I3? remain closed only so long'as the accelerator I HT remains in. its. kickdown4 position; however, regardless of. this, the- Low and Reverse solenoid l2 remains. energizedy andY the High` solenoid remains cle-energized while the accelerator is thereafter moved'. between its open andclosedpositions. .This-is due to a resistor lf2 I- connectedin series with the contacts I I I of accel-` v9 erator switch |09.l The contacts III are grounded and are connected in series withith'e winding 90 of the Kickdown relay 92. One of the contacts III is grounded as shown and on breakage of the circuit through the contacts H3 by a release of the accelerator IIO, current of sufficient magnitude continues to flow through the winding 90 and through the resistor I2I and Vcontacts ||I toground to maintain the Kickdown relay 92 energized and the contacts 9| open. The Low and Reverse solenoid 12 thus remains yenergized `and the High solenoid 10 remains de-energized. The contacts I| are disconnected when the accelerator is moved to its neutral position, and the circuit through the winding 90 of the relay 92 is thus broken, the relay is de-energized, and the contacts 9| move together. Such closing of the contacts again conditions the winding IIB of the relay I| for energization, and current will flow through thiswinding; however, the current is limited by owing through the resistor I I and is insufficient for energizing the High relay |0|. The Low relay 95, however, remains energized due to suicient current going through its winding 93, the contacts |04 of Forward relay 89, the resistor II5 and the contacts I I4l of Brake relay 99 such that the contacts 94 remain closed and the Low andv Reverse solenoid 12 remains energized. When the accelerator I|0 is again moved to its closed position to connect the contacts II2, the

relay IOI is again energized by means of a circuit through the contacts 9| of Kickdown relay 92, winding ||6 of the High relay, and contacts |05, |04, I|2, and ||4 to ground. The contacts |00 of the High relay are thus closed, and its contacts I I1 are opened, and the High solenoid 10 is energized and the Low and Reverse solenoid12 is de-energized.

The two solenoids and 12 and thereby the two clutches 28 and 30 are also under the control of the brake of the vehicle and a governor driven by the driven shaft of the transmission. The brake (not shown) of the vehicle, is connected to actuate a switch |22 which is connected with the winding 98 of the Brake relay 99 and is also connected with contacts |23 of the relay 81. The Winding 86 of the relay 81 is connected with one of a pair of contacts |24 of-a governor |25 driven by the driven shaft I| of the transmission. The other one of the contacts |24 is grounded, as shown. When the speed of driven shaft II is above a predetermined value, the contacts I 24 are closed and complete a circuit through the Winding 86 of the relay 81. The relay 81 is thus energized and its contacts |23 are opened. Closing of the switch |22 under these conditions has no effect. When the speed of the shaft is below the predetermined value, the contacts |24 are open, and the relay 81 is de-energized and its contacts |23 are closed. When the 'brake of the vehicle is thereafter applied, a circuit is completed from the winding 98 of the Brake relay 99 through the switch |22 and the contacts |23 to ground for energizing the Brake relay and opening its contacts I I4. This opening of the contacts I I4 functions to open circuits including the winding 93 of Low relay 95 or winding |I6 of High relay IOI and through the switch |I2 or resistor II5. Both the High and Low relays |0I and 95 are thereby de-energized for opening the contacts 94 and I 00 thereof, and both solenoids 10 and 'I2 are thereby de-energized. Both clutches 28 and 30 are thereby disengaged, and the transmission is in neutral.

When the transmission is conditioned-for re? gized, since 'the Forward relay 89 is de-energized and its contacts |05 are separated.- The contacts I |1 of High relay |0I are thus closed under these conditions. Closing of the contacts |08 allows energization of the Low and Reverse relay 95 through the contacts |08, the contacts I|2 connected by accelerator movement and contacts I I4 of the Brake relay 99.

This energization of the relay 95 allows a circuit to be completed through its contacts 94 and contacts I I1 of High relay |0| to the LOW and-Reverse solenoid 12 Vfor engaging the Low and Reverse clutch 30 to complete the reverse powerV train through the transmission,

' The operation of the transmission and control arrangement is believed clear from the above description; however, it may be bri`ey summarized as follows: With the valve 42 and switch |02 conditioned for forward drive, the transmission remains in neutral with the solenoids 10 and 12 de-energized and the clutches 28 and 30 disengaged until the accelerator I|0 is depressed to bring it to its closed position. Thereupon the High solenoid 10 is energized and the High clutch 28 is engaged tocomplete a forward drive at high ratio through the transmission. When the accelerator is moved to kickdown position, the solenoid 10'is de-energized and the solenoid 12 is energized for disengaging the clutch 28 and engaging the clutch 30 to complete a low ratio power train through the transmission. This 'low ratio power train remains completed until the accelerator I I0 is moved back to neutral position and then returned to its closed position whereupon the high ratio power train is completed.` The governor |25 and the brake switch |22 functions to maintain the solenoids 10 and 12 de-energized and the clutches 28 and 30 disengaged when the speed of the driven shaft I is below the critical speed of the governor |25 and the brake of the vehicle is applied. When the valve 42 and the switch |02 are conditioned for reverse, the reverse brake 2| is engaged, and the low and reverse solenoid 'I2 may be energized to engage the low and reverse clutch 30 for completing the reverse power train through the transmission. l

The electric arrangement illustrated in Fig. 4 of the drawings constitutes another embodiment of the invention and may be used instead of the electric arrangement shown in Fig. 3. Many of the component parts of the Fig. 4 arrangement are thesame as parts in the Fig. 3 arrangement, and like characters of reference in the two figures indicate like parts. y

Referring now to Fig. 4, the ignition switch 8| and relay 8 3 illustrated are connected in the same manner as in the Fig. 3 arrangement to apply a voltage through the fuse to a number of electric mechanisms. As in the Fig. 3

arrangement, when the contacts 84 of relay 83 are closed, a voltage is applied to the winding 88 which is part of a relay |26 and comprises contacts |21 not found in the corresponding relay 81 'of the Fig. ,3 arrangement, and a voltage is applied also, as in the Fig. 3 arrangement, to

windings 88,93, 96, 93, rand 90 and to .contacts |99 and 94. Unlike the Fig. 3 arrangement, the voltage is applied also -to the winding IIS 4of .the High relay |9| and is not applied to the contacts SI -of the Kickdown relay .92. The arrangement of the steering column switch |92 and the Forward and Reverse relays `89 and 91 is the same as in the Fig. 3 arrangement. The contacts I I4 of the Brake rela-y 99, the contacts |;I2 and the contacts |04 of the Forward relay 89 are connected in series in the same manner as in the Fig. 3 arrangement, and the: resistor H5 is similarly connected in parallel with the Vcontacts AI I2. The winding ||6 of the High relay IO1|,'as inthe Fig. 3 arrangement, is connected with the contacts `IBF of the Forward relay 89, but the contacts are not connected ywith the contacts |04 as in the Fig. 3 arrangement, but a-re rather connected with the contacts 9| of the Kiclrdow-n relay 92.

A relay |28 which may be termed a Governor relay and is not found in the Fig. 3 arrangement, is provided in the Fig. 4 arrangement. This relay comprises a'winding i253 and relay contacts |30. The contacts '|33 are connected with the contacts 9-I of Kickdown relay 92 and are grounded, as shown. The winding |29 is connected with the contacts |21 of the relay `|26 and is connnected with contacts I3| of a governor |32 responsive to the speed of the Vdriven shaft II of the transmission. The governor l|32 also includes the contacts |24 included in the Fig. 3 arrangement, vand these contacts are closed at a relatively slow speed of the driven shaft II, such-as .a shaft ,speed .corresponding to approximately five miles an hour vehicle speed,'and the contacts I3| of the .governor close at some higher speed of the driven shaft I|, preferably corresponding to approximately twenty miles per hour vehicle speed. The winding 86, as -in the Fig. 3 arrangement, when the speed of the shaft is suihcient to .close the contacts |213, is Venergized through these .contacts and causes the contacts |23 .to open, and the winding in addition vcauses a closing of the contacts |21. Such closing of the contacts |21 has no immediate effect; however, when the contacts I3| `close at a higher speed .of the shaft `I I, an electric -circuit is thereby completed through the contacts |21, the winding |29 of the Governor relay |28, and the contacts I3|. The Governor relay |28 is thereby energized, and its contacts |39 are closed. A resistor |33 is connected in parallel with the .contacts |3I, as shown. Although the contacts I3| .of .the governor |32 must close in order to close the contacts |38 of the relay |28, the resistor |33 A.par-- allel with these contacts AI3| permits a flow A.of sufficient current through the winding |29 to maintain .the contacts |39 Aclosed when the Acontacts I3| of the governor open. When the speed of the driven shaft decreases so that .the .contacts |24 of the governor open, the relay |26 will be de-energized to open the contacts |21., and the circuit through the winding |29 of the Governor relay |28 will thus be opened, and the relay contacts |30 will open. It will .thus be apparent that due to the functioning of the governor |32 and resistor |33, the relay contacts |39 will close at the high critical speed of the governor |32 but will remain closed until the speed of the shaft I decreases to the low critical speedk of the governor |32.

Assuming the steering column valve 152 and switch vI 92 have been set for forward drive, when the accelerator |I9 is moved to connect the contactsilZ, a ycircuit is completed :through .the winding -93 .of the Low'relay S5 through the contacts `|34 ofthe Forward relay .89, contacts I I2 `and contacts ||4 ofthe Brake .relay 99 to energize the Low relay and close its contacts 94. Voltage is thereby applied through the contacts 94 and contacts I1 of the High relay to the Low and Reverse solenoid 12 to condition the transmission for low speed forward drive. The High relay |9|, which when energized would break the circuit to the solenoid 12 and would complete a circuit to the High solenoid T8 is not energized at this time, due to the fact that the contacts |39 of the Governor relay are in series with the winding IIS of the High relay and do not close until the -speed of the shaft r|| reaches the high critical speed of the governor |32. When the speed of the shaft I, `and thereby of the -veh-icle, increases sufficiently tc close the contacts I3|, the contacts |30 are thereby closed to complete a circuit through the winding I I6, the circuit including `the winding, the contacts |95 of the Forward relay 39, the .contacts 9| of the Kickdown relay S2 and the contacts |39, to energize the vHigh .rela-y IGI. Such energ-ization .of this relay opens its contact |I1 and thereby cle-energizes the solenoid 12 in series with these contacts and closes its contacts |98 to complete a circuit from these Vcontacts through the contacts |01 of the Reverse relay .91 to the High solenoid 10 for energizing the solenoid and shifting-the transmission to high speed forward ratio. As has been -described, when the speed of Vthe shaft '|I and the vehicle decreases sufficiently to open the governorcontacts |24, the relays |26 and |28 are deenergized to open the contacts I3|) of the latter relay. -On such opening of the contacts |30 .the circuit through the winding |IG is broken, ,and .the `High relay 19| returns to its original condi- -tion to .complete a circuit through the Low and Reverse solenoid and de-energize the High sole- .noid to shift the transmission to low speed forward ratio. The Vresistor |I5 functions in this arrangement to maintain the transmission in low speed ratio, if the transmission is previously in that speed ratio, when .the accelerator is moved to its .neutral position.

The contacts H3 in the accelerator switch |89 function similarly as in the Fig. .3 arrangement to energize .the Kickdown .relay .92 when the accelera-tor -is moved to its kickdown position, and when the transmission is in high speed forward ratio, energization of the relay 92 and the resultant opening of its A,contacts 9| causes a de- .energization of the High Irelay I9! and a resultant shifting of the transmission from high ratig to low ratio. The resistor |-2I connected in series with the winding 9|) functions similarly as in the Fig. 3 arrangement to `maintain the relay 92 energized after a kickdow-n has been made until the accelerator I I0 is brought back Vto its neutral position. The brake switch |22 and contacts |23 in .series therewith function .similarly as in the Fig. 3 arrangement to complete a circuit through the wind-ing 98 of Brake relay 99 to open the relay contacts |4 when `the speed of vthe driven shaft I'I is below the critical speed at which the contacts |245 are opened and lthe brake of the vehicle is applied. The contacts |14 in the Fig. a arrangement are in series with the winding 93 .of the Low relay 95, as in the Fig. 3 arrangement, and these contacts function to (ie-energize the relay 95 when opened and thereby rie-energize the Low and Reverse solenoid. Y The Contacts I4 are not connected in series with the 13 winding H6' in High relay IUI, unlikethe connection inthe Fig; '3 arrangement; however, since the contacts 130 of the'Governor relay 128 open at the low critical speed ofthe governorr |132 and cause a de-energization of the High relay IDI, an opening of the contacts H4 `below the low critical speed of the governor |32 byfapplication ofthe vehicle brake nevertheless causes the transmission to be put in -neutral condition:A 'The y steering column switchl02 vwhen moved; along with the steering column valve 42, forjreverse, functions to condition the transmission-for reverse' in the same manner asin Fig. 3 arrangement.

The operation of the Fig. 4 arrangement is deemed clear from the above description; however, it will be stated briey asv follows: When the ignition switch 8l is-closed, the transmission isfin neutral with neither of the solenoids 'ID andV 'I2 being energized. When the accelerator I in is thereafter moved to its closed position, assuming the switch |02 and valve 42 have been conditioned for forward drive, the low and reverse solenoid 'I2 is energized to shift the transmission to low speed forward drive. When the speed of the vehicle increases above the. high critical speed of the governor 132, the'solenoid 'Hlv is energized and the solenoid 12 de-'energized to shift the transmission tohigh speed ratio. If the accelerator I| is thereafter moved to kickdown position, the solenoid 1U is (ie-.energized and the solenoid 12 is energized toshift the transmission'to low speed forward drive. In order to shiftl the transmission back to high speed ratio,

assuming the speedv of the vehicle is sufficient,

they accelerator is released to its neutral position and returned to its closed position. The transmission is shifted tov neutral when the speed ofthe driven shaft Il is below the low critical vgovernor speed andthe brake of the vehicleis applied.` j

I ,wishit to beunderstoodthatmy invention is not to be limited to the specific constructions and arrangements-shown and described, except only` insofar as the appended claims may bel so limited, as it will be apparent to those skilled in the art that changes may be made without departing from the principles of the invention.

1.- In a transmission mechanism for an autoi motive vehicle, the'combination of driving and driven shafts, means for completing a power train between said shaftsA including an electromagnet, a brake for1 the vehicle, a, governor.y responsive to the speed of said driven shaft, and means under the control of said governor and said brake for breaking said power-train when said brake is applied and the speed of said driven shaft is below a predetermined value, said last named means including a switch actuated by the brake when operated anda switch actuated by said governor at said predetermined speed, said switches cooperating -to deenergize said electromagnet to break said power train.

2. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means for completing a power train between said shafts at a low speed ratio, means for completing a power train between said shafts at a high speed ratio, an accelerator for the vehicle having a closed throttle position and movable therefrom to open the vehicle throttle and having an open throttle kickdown position, a brake for the vehicle, a governor responsive to the speed of said driven shaft, means under the 124` control of said accelerator. for' f-breaking said second-named power train and completing-said first-named powerA train when* the acceleratoris moved to its said open throttle kickdown'position, and vmeans under the 'control of said governor andi said brake for breaking either of said power trainsv when said brake is applied and the speed of said `driven shaft is below a' predeterminedValue.'

'3. In transmission mechanism `for an'iautomo" tivevehicle, the combination as specified in claimy 2, each of vsaid power train completing *means including an electro-magnet, said means.A under the control vof said governor and said brake including a switch actuated bythe brake when applied and a'switch actuated by said governor at said predetermined speed, said `means under the control of said accelerator including a switch actuated by the accelerator, both of said electro-z magnets being de-energized when said brake -is applied and the speed of said ldriven shaft is below said predetermined valuek and the electromagnet for said low speed ratio power train being energized and thel other electro-magnet being de-energized when said' accelerator is moved to its kickdown position.

4.k In transmission mechanismfor an automotive, vehicle, the combination' of ,driving an-d driven shafts, means for completing a power train between said shafts at a low speed ratio; means for completing a power train between saidshafts at a -high speed ratio, abrake` for thea-vehicle, a governorresponsive to the-speed of vsaid driven shaft,-means under the control of saidgovernor forfrbreaking said low ratio power train andfor completing saidfhigher ratio.' power train atV apredetermined speed of saidfdriven shaft, vand' means under the control of said .governor'and said brake fo-r breaking either of said power trains between' said shafts at a' low speed ratio, meansv for completing a powertrain between said shafts at a high speed ratio, abrake for thzvehicle, a governor responsive to the speed of saidldiven shaft, means under the control of 'saidt governor for breakingv said low speed ratio power train andl completing said high speed ratio power train at a predetermined speed of said drivenfshaft 'and forA- completing said low speed ratio' power vtrain and breaking said high'speed ratio power tr'ain at a'certain predetermined lowerspeedof said driven shaft, 'and means under the'control of said governor and said brake for breaking either of said power trains when said brake. applied andthe speed of said Idriven shaft is below said last-named predetermined value.

6. In transmission mechanism for .an automneA tive vehicle, the combination of -drivingi and driven shafts, means for completing a powerl train between said shafts at a low's'peed ratio, 'means for completing a power train between said shafts' at a high speed ratio, a brake for'the vehicle,an accelerator for the vehicle having a closedthrottle position and movable therefrom tov open rthe vehicle throttle and having an open throttle; kick'- down position, a governor responsive to the speed of said driven shaft, means under the control ofsaid governor for breaking said low ratiopower trainv and completing said high, ratio power train-v for completing sai-d low ratio :power train` and breaking said high ratio power train at a prede-` termined lower speed of said driven shaft, means under the control of said accelerator for completing said low ratio power train and breaking said high ratio power train when'the accelerator is moved to its said open throttle kickdown position, and means under the control of said governor and said brake for breaking either of said power trains whensaid brake is applied and the speed` of said driven shaft is below said predetermined lower speed.

7, In transmission mechanism for an automotive vehicle, the combination as specified in claim 6, said power train completing means each including an electro-magnet, said means under the control of said governor and said .brake and said means under the control of said accelerator including a switch actuated by the brake when applied, a switch actuated by said accelerator when moved to its kickdown position, and a pair of switches actuated by said governor at both said predetermined speeds, said electro-magnets being energized to complete the respective power trains and being cle-energized to break the respective power trains.

8. In transmission mechanism for an automotive vehicle, the combination of driving and drivenshafts, a governor responsive to the speed of the driven shaft, electrically controlled means for completing a power train between said shafts at a low speed ratio, electrically controlled means for completing a power train between said shafts at a high speed ratio, and means for breaking said low speed ratio power train and completing said highV speed ratio power'train at a predetermined speed of said driven shaft and for completingl said low speed ratio power train and breaking said high speed ratio power train at a lower predetermined speed of said driven shaft, said last-named means including a switch closed by said governor at said lower predetermined speed and a switch closed by said governor at said higher predetermined speed, said switches being connected in series, a relay actuated when both said switches are closed for completing said high speed ratio power train and breaking said low speed ratio power train, and a resistance in parallel with said switch actuated at said higher predetermined speed for maintaining said relay in actuated condition until the speed of said driven shaftdecreases below its lower predetermined' speed.

9. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means for completing a power train between said shafts at a low speed ratio, means for completing a power train between said shafts at'a high speed ratio, an electro-magnet for operating each of said last-named means for making the means effective when theelectro-magnet is energized, a governor responsive to the speed of said driven/shaft, and means under the control of said governor for energizing said electromagnet for said high speed ratio power train for completing the power train at a predetermined speed of said driven shaft and for deenergizing said last-named electro-magnet and energizing the electro-magnet of the low speed ratio power train for making the latter power train effective at a lower predetermined speed of said driven shaft, said last-named means including a switch closed by said governor at said lower predetermined speed, a switch closed by said governor atsaid higher predetermined speed and connected in series with said first-named switch, a relay responsive to electric current through said switches for energizing the electromagnet forv said high speed ratio and de-energiz'- ing theother electro-magnet, and a resistor connected in parallel with said switch actuated at said 'higher predetermined speed of said driven shaft, whereby said relay is effective to maintain the electro-magnet ofthe highspeed ratio power train energized untilithe speed of said driven shaft has decreased below said lowerA predetermined speed. v

10. In transmission mechanism' for an automotive vehicle, the combination of driving and driven shafts, means providing a power train'between said shafts, an accelerator having a throttle operating range between closed and open throttle positions and having a neutral positionat the closed throttle end of said range and outsideof said range, means4 under the control of said aocelerator for completing said power train when the accelerator is moved from its neutral position to closed position thereof, and means for maintaining said power train completed for all positions of the accelerator includingv its said neutral position after said accelerator is moved from its neutral position.

1l. In transmission mechanism for 'an automotive vehicle, the combination as specified in claim 10, said means'for completing said power train comprising an electro-magnet which, when energized, completes the power train, aswitch closed when the accelerator is moved to said closed position, and a relay connected with said switch to be energized on a closing thereof for energizing the electro-magnet, said means for maintaining said power train completed comprising a resistor connected in parallel with said switch.

12. In transmission mechanism for an antomotive vehicle, the combination of driving 'and driven shafts, an electrical circuit having a source of power, an accelerator for-the motor of said vehicle, a switch'controlled by said accelerator and adapted to complete said circuit 'upon movement of said accelerator, means for completing a power train between said shafts at a low ratio and including an electro-magnet which when energized completes the power train, vmeansfor completing a power train between said -shafts at a high ratio and including another electromagnet which when energized completes the power train, and a relay having an energizing winding in said circuit and in series with said accelerator controlled switch and having a pair of switches controlled by the relay, each of said relay controlled switches being connected with one of said electro-magnets, said relay controlled switches being respectively open and closed when said relay is energized and respectively closed and open when the relay is deenergized whereby one ofv said electro-magnets is energized to complete its power train while the other electro-magnet is de-energized for breaking its power train.

13. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means providing a power train between said shafts, an accelerator having a throttle operating range between closed and open throttle positions and having a neutral position at the closedthrottle end of said range and outside of said range, means under the control of said accelerator for completing said power train when the accelerator is moved from its said neutral position to its said closed throttle position, means for maintaining said power train completed for all positions of the accelerator afterthe accelerator is so moved from its neutral position, a governor responsive to the speed of said driven shaft, va brake for the vehicle, and means under the control of said governor and said brake for breaking said power train and overruling said means for maintaining the power train completed when said brake is applied'and the speed of said driven shaft is below a predete"m mined value.

14. In transmission mechanism for an automotive vehicle, the combination as specified in claim 13, said means forcompleting said power train comprising an electro-magnet which when energized completes the power train, a switch closed When'the `accelerator is so moved from its neutral position to its said closed throttle position, and a relay connected with said switch to be energized on a closing thereof for energizing the electro-magnet, said means for maintaining the .power train completed for all positions of the accelerator comprising a resistor connected in parallel with said switch,v said means for breaking said power train and overruling said last-named means comprising a governor actuated switch and a brake actuated switch connected to break a circuit through said accelerator operated switch when the brake is applied and the speed of the driven shaft is below said predetermined value.

15.,In transmission mechanism for an automotive. vehicle, the combination of driving and drivenshafts, means for providing a power train between said shafts and including a power engaged friction coupling for completing the power train, a source of power adapted to be connected to said coupling for engaging it, a brake for the vehicle, a governor responsive to the speed lof said driven shaft, means under the control of said brake for disconnecting said coupling from said source of power to thereby disengage the coupling and bre'ak said power train when said brake is-applied, and means rcontrolled by said governor for overruling said brake controlled means and thereby y.preventing the breaking of said power train when the speed of said driven shaft is above a predetermined value.

16./In transmission mechanism for anautomotive vehicle, the combination of driving and driven shafts, means providing a power train between said shafts and including a uid pressure engaged friction clutch for completing thepower train, a source of fluid pressure adapted to be connected to said clutch forvengaging it, a brake for the lvehicle, a governor responsive to the speed Yof .saidvdriven shaft, means under the control of said brake for disconnecting said source of fluid .pressure from said clutch for disengag-v ing the clutch when said brake is applied, and means controlled by said governor for overruling said .brake controlled means and thereby preventing the breaking of said power train when thespeed of saiddriven shaft is above a predetermined value. 1

17. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means for providing a power train between said shafts at a low speedi ratio, means for providing a power train between said shafts ata high speed ratio, each of said power trains including a power. engaged friction coupling for completing the power train when engaged, means for shifting between said high and low speed ratios byengagingy one of said couplings while diserigaging the other of said couplings, a brake at a high speed ratio, each Vof said power trains including a friction clutch engaged by the application of fluid pressure'thereto for completing the respective power train, a source vof uid pressure adapted to be connected to said clutches, means for completing one of said'power trains while breaking theother power train by disconnecting said fluid pressure source from one of said friction clutches while connecting it tothe other friction clutch, a brake for the vehicle, a governor responsive to the speed of said driven shaft, and means under the control of. said governor and said brake for breaking either of said power trains by disconnecting said uid pressure source from the respective frictionclutch when said brake is applied and said driven shaft is rotated below a predetermined speed thereof.

19. In transmission mechanism for an auto-p motive vehicle, the combination of driving and driven shafts, means for` completing a power train between said shafts at a low speed ratio, means for completing a power train between said shafts at a high speed ratio, a brake for the vehicle, a governor responsive to the speed of said driven shaft, means connected with said governor and operative to shift the transmission from its low speed ratio to its high speed ratio by rendering said first named means inoperative and said second named means operative when the driven shaft speed exceeds a predetermined value, means.

under the control of said brake for breaking either of said power trains lwhen said brakeis applied, and means controlled by said governor v for overruling said brake controlled means and thereby preventing the breaking of said power train when the speed of said driven shaftl is aboveV a second predetermined value. 20. In transmission mechanism for an automotive vehicle, .the combination of driving and driven shafts, meansfor providing a power train between said shafts at a low speedratio and including a power engaged friction coupling for completing the power train, means for providing a power train between said shafts at a high speed` disconnecting said first named coupling from,

saidvsource of power and connecting said second named Icouplingwith said source of power when the speed` of said driven shaft exceeds a predetermined value, a brake for the vehicle, and means lunder the control yof-said governor Land said brake for breaking either of said power trains byde-,energizing the respective one. of said cou-` plings when said brake is applied and' the speedv ofv said driven shaft is belowa predetermined` value.` i.

21. In transmission mechanism for an automotive vehiclethe combination of driving and driven shafts, means providing .a power train between said shafts, anl accelerator for the vehicle, means for `completing said power Vtrain including an accelerator actuated device and a second device operated by said accelerator actuated device to start and .accelerate the vehicle when the accelerator is i. moved. from a closed throttle position, towa'r'dfan open throttle position, and means acting` on.v said second device made effective by the operation of said second device for holding the seconddevice in operated condition once it has been.`v operated by said accelerator actuated device te thereby automatically maintain said power train completed when said accelerator is released toward the closed throttle position. .f y. i

22. In transmission mechanism for. an automotive vehicle, the combination. of driving. and driven shafts, means providing a power tra-in between said shafts, an accelerator for'the vehicle having a throttle operating range between closed andopen throttle positions and having aneutral position at the closed throttle end of said range and outside of said range, means for completing said power train including an accelerator actuated device and a second device operated by said accelerator actuated .device to start and accelerate the vehicle when v*the accelerator is moved from said neutral' positionrtoward said open throttle position, and means acting on said second device `made effective by the operation of said 4second deviceforholding the second device in operated conditiononcelit has been operated by said accelerator'actuated device to thereby automatically maintain said power train completed when said accelerator is released toward the throttle operating range to its said neutral position. y

23. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means providing a, power train between". said shafts and including a frictionv coupling, an accelerator for thev vehicle, means for completing said power train including an accelerator actuated device and a second device operated by said accelerator actuated device to engage said friction coupling to complete said power train and start and accelerate the vehicle when the accelerator is ,movedfrom a closed throttle position thereof toward its open throttle position, and means acting on said second device made effective by the operation of said second device for holding the secondl device in operated condition once it has been operated by said accelerator actuated device to Vthereby maintain said friction coupling engaged and said'power train completed when said accelerator is released toward the closed throttle position. l

24. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means providing a power train between said shafts and including a iiuid pressure actuated friction clutch, a source of fluid pressure adapted to be connected with said clutch for engaging it, and accelerator for the vehicle, means for completing said power train including an accelerator` actuated device and a second device operated by said accelerator actuated device for connecting said clutch with said source of iiuid pressure to thereby complete said power train to start and acceleratefthe vehicle when the accelerator is moved lfrom a closed throttle position thereof toward an open throttle position, and means acting on said second device made eifective by the opera-tion of said second device for holding the second device in operated condition once it has4 been operated by said accelerator actuated deviceto thereby automatically maintain said friction clutch engaged andv said power train `completed when said accelerator is released. toward the closed throttle position.

25. In transmission',mechanism for anautomotive vehicle, the combination'as specified in claim 21, said means under the controlof said throttle comprising a switch closed when the throttle is so moved from its said closed throttle position, an electro-magnet connected with said switch and energized on a closing of the switch, said means for maintaining said power train completed including a resistor in parallel with said switch for maintaining saidYelectro-magnet energized even though said switch is opened.

26.'In transmission mechanism for an automotive vehicle, the` combination as specified in claim 23, said means for completing said power train comprising an electromagnet which when energized. engages said friction coupling and a switch closed when said accelerator is so moved from its closed throttle position, said means for maintaining said power train completed comprising a resistor connected in parallel with said switch'which functions to maintain said electromagnet energized even vthough said switch is opened.

27. In a Vtransmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means providing a'power train between said shafts and including a, power operated coupling for completing the power train, a source of` power Vadapted to be connected with said coupling to engagel the coupling, an accelerator having a throttle operating range between closed and open throttle position and having a neutral position at the closed throttle end of said range and outside of said rangeand means under the control of said accelerator for connecting said source of power to said coupling to engage the coupling and to thereby complete said power train when the accelerator is moved from its said neutral position toward said open throttle position, said last named means comprising an electro-magnetv connecting said coupling with said source of power4 when the electromagnet is energized, and a switch for energizing the electro-magnet, which switch is closed when the accelerator is moved from its said neutral position to its said closed throttle position.

28. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means for providing a power train between saidshafts at a low speed ratio and including a fluid pressure engaged friction clutch, means for completing a power train between said shafts at a high speed ratio and including a fluid pressure engaged Afriction clutch, a source of iiuid pressure for said clutches, means for initially Yengaging said second-named friction clutch to complete said high speed power train to start said vehicle from rest by connecting this clutch withsaid pressure source, an accelerator, and means under the control of said accelerator for disengaging said. second-named friction clutch and for engaging said first-named friction clutch by disconnecting said second-named clutch and said source and connecting said first-named clutch and source to shift thet'ransmission mechanismfrom high ratio to low ratio when the accelerator is moved to an open throttle kckdown position, at least one of said power 21 i trains including a, hydrodynamic coupling device in series with the respective friction clutch.

29. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means Vfor providing a power train' between said shafts at a low speed ratio and including a fluid pressure engaged friction clutchfor completing the power train, means for providing a power train between said shafts at a high speed ratio and including a fluid pressure engaged friction clutch for completing the power train, a source of fluid pressure adapted to be connected to said clutches, an accelerator, means under the control of said accelerator for starting said vehicle from rest in said high speed ratio by connection of said second named friction clutch with said iluid pressure source for engagement of the clutch when the accelerator is moved from a closed throttle position in the direction of throttle opening, and means under the control of said accelerator for disconnecting said secondnamed friction clutch from said fluid pressure source and connecting said first named friction clutch with said fluid pressure source for disengaging the former and engaging the latter clutch whereby to downshift the transmission mechanism from high speed ratio to low speed ratio when the accelerator is moved to an open throttle kickdown position, at least one of said power trains including a hydrodynamic coupling device in series with the respective clutch.

30. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means for completing a. power train between said shafts at ya low speed ratio, means for completing a power train between said shafts at a high speed ratio, anaccelera'tor for the vehicle, means under the control of said accelerator for completing said high speed power train to start said vehicle from rest by movement of the accelerator from a closed throttle position in the direction of throttle opening, andV means under the control of said accelerator for breaking said second-named power train and completing said rst-named power train when the accelerator is moved to an open throttle kickdown position, said first-named means under the control of said accelerator ,including an electrical switch actuated upon a predetermined throttle opening movement of the accelerator adjacent the closed throttle position of the accelerator and said second-named means under the control of said accelerator including an electrical switch actuated when the accelerator is moved to its said kick-down position.

31. In transmission mechanism foran automotive vehicle, the combination of driving and driven shafts, means for providing a power train between said shafts at a low ratio, means for providing a power train between said shafts at a high ratio, each of said means including a power engaged clutch for completing the respective power train, a source of power adapted Yto be connected to said clutches, an accelerator, means under the control of said accelerator for disconnecting the clutch for said high ratio power train from said source of power for disengaging the clutch and for connecting the clutch for said low ratio power train with said power source for engaging the latter clutch to down. shift the transmission mechanism from high ratio to low ratio when the accelerator is moved to an open throttle kickdown position, said last-named means including an accelerator actuated device and a second device operated by said accelerator actuated device,

and means acting on said'second device Vrendered effective by the operation of said second device for holding the second device in operatedcondition once it has been operated by said accelerator actuated device tov thereby maintain said clutches in their last mentioned conditions with respect to said power source and the transmission mechanism in low ratio when the accelerator is thereafter moved from its saidkick-down position back to a'closed throttle position and between it's said kick-down position and said last mentioned closed throttle position.

32. In' transmission mechanism for an automotive vehicle, the combination lof driving and driven shafts, means for providing a power train between said shafts at a low ratio, means for providing a power train between said shaftsV at a high ratio, each 'of said means including a fluid pressure operated friction clutch for completingv the respective power train, a source of fluid pressure adapted to'be connected to said friction clutches for engaging them, an accelerator, means under the control of said accelerator for disconnecting the friction clutch for said high speed ratio power train from said source of fluid pressure for disengaging the clutch and for connecting the friction :clutch for said low ratio power train with said source o f fluid pressure for engaging the latter clutch to'thereby downshift the transmission from high speed ratio to low speed ratio when theacc'elerator is moved to an openthrottle kick-down position, said last-named means including an accelerator actuated device and a second device operated by said accelerator actuated device, and means acting on said second device rendered effective by the operation of said second device for holding the second device in operated condition once it has been operated by said accelerator actuated device to thereby maintain said clutches in their last mentioned conditions with respect to said pressure source and the transmission mechanism in its low ratio when the accelerator thereafter is moved from its said kick-down position to a closed throttle position.

33. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means for providing a power train between said shafts at a low speed ratio, means for providing a power train between said shafts at a high speed ratio, an accelerator, means under the control of said accelerator for breaking said high ratio power train and for completing said low ratio power train when the accelerator is moved to an open throttle kick-down position, said last named means including an electromagnet for causing this shift from Vhigh speed ratio to low speed ratio and a switch actuated by said accelerator at its said kick-down position and connected in series with said electro-magnet, and means for maintaining said transmission mechanism in low speed ratio whenk the accelerator is moved from its said kick-down position to a certain closed throttle position and including a switch actuated when said accelerator is moved to said certain closed throttle position and a resistor connected with said switch, said secondnamed switch and resistor being connected in series with each other and this switch-resistor circuit being connected in parallel with said firstnamed switch.

34. In transmission mechanism for an automotive vehicle, Vthe combination ofdriving and driven shafts, means for providing apower train between said shafts at a low speed ratio, means- 23 .i for providing a power train between Said shafts at a high speed ratilL, an accelerator movable in a throttle operating; range between a closed throttle position and an open, throttle positionA and movable outside of said range at the closed throttle end of said range, means under the control of said accelerator for breaking said high ratio power train and for completing said low ratio power train when the accelerator is moved to an open throttle kick-down position, means for maintaining the transmission mechanism in said low ratio when the accelerator is moved back from its said kick-down position to its said closed throttle position, and means under the control of said accelerator for upshifting the transmission mechanism to its high speed ratio from said low ratio when the accelerator is thereafter moved out of its said range of movement at the closed throttle end of said range and then back into its said range.

35. In transmission mechanism for an automotive vehicle, the combination Of driving and driven shafts, means for providing a power train between said shafts at a low ratio, means for proF viding a power train between said shafts at a high ratio, an acceleratorY for the vehicle, means under the control of the accelerator for establishing said low ratio power train upon movement in a full throttle openingr direction and means under the control of said accelerator for upshifting the transmission mechanism from said low speed ratio to said high speed ratio by a movement of saidaccelerator in a throttle opening direction after the accelerator has previously been movedin the throttle closing direction to a predetermined position in its movement.

36, In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means for providing a power train between said shafts at a low ratio, means for providing a power train between said shafts at a high ratio, each of said means including a power operated friction clutch for completing the respective power train, a source of power adapted to be connected with said clutches, an accelerator movable in a range of movement between open throttle and closed throttle positions and movable outside of said range on the closed throttle end of the range, and means for upshifting the transmission mechanism from said low speed ratio to said high speed ratio by disengaging said low speed ratio clutch and engaging said high speed ratio clutch by disconnecting and connecting said clutches respectively with said power source when the accelerator is moved from within its said range of movement outside of the range of movement at the closed throttle end of said range and back again into its said range of movement.

37. In transmission mechanism for an automotive vehicle, the combination as specified in claim 36, said means for upshifting the transmission mechanism including a switch actuated when the accelerator is moved out of its said range of throttle operating movement and another switch actuated when the accelerator is moved back into its throttle operating range.

38. In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means for providing a forward drive power train between said shafts at a low ratio and including a friction coupling for completing the power train, Vmeans for providing a forward drive power train between said shafts at 24 a high ratio and including a friction couplingfor completing the power train, means for provid-,- ing a reverse drive, power train between said shafts and including said first-named friction coupling, an eeeeleratoi, means for Conditioning the transmission mechanism for a drive either in forward or reverse, Said friction couplings` being under the control of said accelerator and said second-named friction coupling being engaged to start said vehicle in high speed forward drive when the accelerator is moved from a closed throttle position toward an open throttle position with the transmission mechanism being conditioned for forward drive and said first-named friction clutch being engaged and said secondnamed friction clutch being disengaged when the accelerator is thereafter moved to an open throttle kick-down position for downshifting the transmission mechanism from high speed ratio forward drive to low speed ratio forward drive, said first-named friction coupling being engaged when the accelerator is moved from a closed throttle position toward an open throttle positionV when the transmission mechanism is conditioned for reverse drive for starting the vehicle in reverse.

39, In transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, a governor responsive to the speed of said driven shaft, means for providing a low speed ratio power train between said shafts, means for providing a vhigh speed ratio power train between said shafts,` means under the control of said governor for breaking said low speed ratio power train and completing said high speed ratio power train at a predetermined speed of said driven shaft, and means under the control of said governor for breaking said high speed ratio power train and completing said lowT speed ratio power train at a lower predetermined speed of said driven shaft, said two last-named means including an electromagnetic device which when energized shifts the transmission mechanism from one speed ratio to the other, an electrical switch controlled by said governor and closed at said predetermined lower speed of said driven shaft, an electrical switch controlled by said governor and closed at said firstnamed predetermined speed of said driven shaft, and a resistor in parallel with said last.- named switch, said switches and electro-magnetic device being connected in series with each other.

40. In a transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means providing a power train between said shafts adapted to start the vehicle from rest, said power train including a fluid pressure engaged friction clutch adapted to complete the power train, a source of fluid pressure, an accelerator, and means under the control of said accelerator for applying fluid pressure from said source to said friction clutch to engage the clutch to thereby complete the power train and start the vehicle when the accelerator is moved from a closed throttle position toward but substantially short of its open throttle position, said means under the control of said accelerator for engaging said friction clutch comprising an electro-magnet causing connection of the friction clutch with its source of fluid pressure when the electro-magnet is energized and a switch for energizing the electro-magnet, which switch is closed when the accelerator is moved from its said closed throttle position toward. its open throttle position as specified.

4I. In a transmission mechanism for an auto- -motive vehicle having avbrake associatedv therewith for-stopping the vehiclefthe combination -of driving and driven shafts, means providingr a power train between saidshaftaan accelerator for the vehicle, means under the control of said accelerator forv completing said power train to start the 'vehicle when the accelerator is moved from a closed throttle position toward an open 'throttle position, meansvfor maintaining said power train completed when said accelerator is moved-back from a throttle opening position to its originalisaid closed throttlevposi-tion, and .means -eiectiveupon the operation: of' the brakefor breaking saidpower train.

42. In a transmission mechanism for an automotive vehicle having a brake associated therewith for stopping the vehicle, the combination of driving and driven shafts, means providing a power train between said shafts, an accelerator for the vehicle, means under the control of said accelerator for completing said power train to start the vehicle when the accelerator is moved from a closed throttle position toward an open throttle position, means for maintaining said power train completed when said accelerator is moved back from a throttle opening position to its original said closed throttle position, and means actuated by the brake and effective during predetermined speeds of the vehicle for breaking said power train.

43. In a transmission mechanism for an auto-v motive vehicle having a brake associated therewith for stopping the vehicle, the combination of driving and driven shafts, means providing a power train between said shafts, an accelerator for the vehicle, means under the control of said accelerator for completing said power train to start the vehicle when the accelerator is moved from a closed throttle position toward an open throttle position, means for maintaining said power train completed when said accelerator is moved back from a throttle openingposition to its original said closed throttle position, means responsive to speeds of the vehicle below a predetermined speed thereof, and means actuated by the brake and effective during the response of said speed responsive means for breaking said power train.

44. In a transmission mechanism for an automotive vehicle, the combination of driving and driven shafts, means providing a power train between said shafts, an accelerator for the Vehicle, means under the'control of said accelerator for completing said power train to start the vehicle when the accelerator is moved from a closed throttle position toward an open throttle position, means for maintaining said power train completed when said accelerator is moved back from a throttle opening position to its original said closed throttle position, means for stopping the vehicle, and means effective during predetermined speeds of the vehicle and rendered operable by said stopping means for breaking said power train.

45. In a, transmission for an automotive vehicle, the combination of driving and driven shafts, means comprising an electro-magnet for providing a power train between said shafts at low ratio, means comprising an electro-magnet for providing a power train between said shafts at a high ratio, an accelerator for the vehicle having a neutral closed throttle position and movable therefrom to Yopen the vehicle throttle and having an open throttle kickdown position, means under the control of said accelerator for breaking said high vratio power trai-nano. lfor completing said low Aratio power train when, the accelerator is moved to its vsaid kickdown position, said means under the' control 'of'said'accelerator comprising a switch closed at said kickdown position and a'relayin series with-sai'dlswitch connected toenergize the electro-magnets, means for *maintainingfsaid first and .second-named means in .such condition when the accelerator is moved from its said kickdown position toward its said neutral position, said means for maintaining said rst and second-named means in such condition comprising an acceleratoricontrolled switch in parallel lwith.said first-.named .switch and closed whenthe accelerator ismovedv from its said kickdown position toward said neutral position thereof and a resistor connected in series with said second-named switch and in series with said relay.

46. In a transmission mechanism for an automotive vehicle having a driving engine, said engine having an idling speed, the rcombination of driving and driven shafts, means providing a power train between said shafts and including a hydrodynamic coupling device in the power train and an engageable coupling for completing the power train through the hydrodynamic device, an accelerator for the vehicle engine, and means under the control of said accelerator for engaging said engageable coupling to thereby complete said power train through said hydrodynamic' device when the accelerator is moved in throttle opening direction from a closed engine idling throttle position and comprising an electro-magnet arranged to engage said engageable coupling when the magnet is energized and a switch for energizing the electro-magnet, which switch is closed when the accelerator is moved from its said closed throttle position in the direction of throttle opening, whereby no drag torque is transmitted from said hydrodynamic device to said driven shaft under engine idling conditions.

47. In a transmission mechanism for an automotive vehicle having a driving engine, said engine having an idling speed, the combination of driving and driven shafts, means for providing a power train between said shafts andincluding a hydrodynamic power transmitting device in the power train and a fluid pressure engaged friction coupling for completing the power train when engaged, a source of fluid pressure adapted to be connected to said friction coupling, an accelerator for the vehicle engine, and means under the control of said accelerator for connecting said fluid pressure source with said friction coupling to engage the latter coui pling and thereby complete said power train when the accelerator is moved from a closed engine idling throttle position in the direction of throttle opening and comprising an electromagnet making said connection when the magnet is energized and a switch for energizing the electro-magnet, which switch is closed when the accelerator is moved in the direction of throttle opening from its said closed throttle position, whereby no drag torque is transmitted from said hydrodynamic device to said driven shaft under engine idling conditions.

GEORGE E. FLINN.

(References on following page) REFERENCES CITED UNITED STA'IES` 1504221272 Number 'Name Date Anthony Dee. 29, 1908 Marburg July 20, 1915 Small ,Dec. 7, 1926 Koulichker et al. Jan. 16, 1934 Easter Feb. 6, 1934 McCollum et al. Mar. 27, 1934 Winther Jan. 1, 1935 Fleischel Aug. 18, 1936 Livermore Dec. 28, 1937 Livermore June 7, 1938 Number Name Date McCollum et al. Sept. 6, 1938 Thurber Dec.120, 1938 Getaz Mar. 26, 1940 Fuhrer, Aug. 6. 1940 Kenny j.. Aug. 12, 1941 Vincent Sept. 2, 1941 Dunn` Sept. 30, 1941 Schwarz Nov. 18, 1941 Neracher et al July 7, 1942 Thoma. Dee. 15, 1942 Vincent Apr. 27, 1943 Hey et al. May 9, 1944 Roche May 8, 1945 Livermore May 22, 1945 

